CN111158381B - Unmanned ship obstacle avoidance method with long towing line array - Google Patents
Unmanned ship obstacle avoidance method with long towing line array Download PDFInfo
- Publication number
- CN111158381B CN111158381B CN202010059881.XA CN202010059881A CN111158381B CN 111158381 B CN111158381 B CN 111158381B CN 202010059881 A CN202010059881 A CN 202010059881A CN 111158381 B CN111158381 B CN 111158381B
- Authority
- CN
- China
- Prior art keywords
- obstacle
- speed
- unmanned ship
- line array
- grid
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/0206—Control of position or course in two dimensions specially adapted to water vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A90/00—Technologies having an indirect contribution to adaptation to climate change
- Y02A90/30—Assessment of water resources
Abstract
The application relates to the technical field of ship control, and particularly discloses an unmanned ship obstacle avoidance method with a long towing line array, which comprises the following steps: s1, constructing a water surface obstacle swelling area; s2, calculating the relative position and the relative speed of the obstacle relative to the unmanned ship; s3, acquiring a speed obstacle area of the unmanned ship; s4, dividing the speed obstacle area vector into a plurality of speed obstacle grids, wherein each speed obstacle grid corresponds to the speed and the course; calculating a nearest meeting distance DCPA corresponding to each speed obstacle grid and a time value TCPA reaching the nearest meeting distance; s5, calculating a cost function of each speed obstacle grid; s6, selecting a speed obstacle grid with the minimum cost function as a control instruction of the unmanned ship with the long towing line array in the next step. By adopting the technical scheme of the application, the whole obstacle avoidance of the long towing line array and the unmanned ship on the water surface can be realized.
Description
Technical Field
The application relates to the technical field of ship control, in particular to an unmanned ship obstacle avoidance method with a long towing line array.
Background
Under the trend of intelligent development of ships, the task execution by using unmanned ship substitutes is a current research hotspot. In order to fully ensure the navigation safety of the unmanned ship, scholars at home and abroad propose a collision prevention method of the unmanned ship. The typical method is an unmanned ship dynamic obstacle avoidance method of an elliptical collision cone proposed by Shanghai university (Pu Huayan, ding Feng, li Xiaomao, et al. Unmanned ship dynamic obstacle avoidance method based on elliptical collision cone [ J ]. Instrument and meter school, 2017 (7)), and elliptical clustering is carried out on dynamic ships according to International maritime obstacle avoidance rules, so that obstacle avoidance efficiency of the unmanned ship is improved. A large maneuver in proximity is performed when a static, dynamic obstacle is detected.
However, this method is only applicable to collision avoidance of the unmanned ship hull itself, and is not applicable to unmanned ships containing towed loads. The current unmanned ship has increasingly-demanded functions, and the obstacle avoidance method aiming at the unmanned ship body gradually shows the limitation. For example, an underwater exploration type unmanned ship often carries a relatively expensive towing task load, if a previous method for obstacle avoidance design of the unmanned ship is adopted, the situation that a towing cable array is knotted and broken can be caused by excessive maneuvering and continuous turning maneuvering, and even the hysteresis of the following motion of an underwater towing body causes the towing cable to be wound into other ship propellers, so that larger loss is caused.
At present, in order to achieve the aim of improving the sea detection efficiency, the towing line arrays are longer and longer, and some towing line arrays reach nearly kilometers, so that the difficulty of obstacle avoidance is further improved.
Disclosure of Invention
The application provides an unmanned ship obstacle avoidance method with a long towing line array, which can realize the integral obstacle avoidance of the long towing line array and a water unmanned ship.
In order to solve the technical problems, the application provides the following technical scheme:
an unmanned ship obstacle avoidance method with a long towing line array comprises the following steps:
s1, detecting a water surface obstacle by using an unmanned ship with a long towing line array by using a carried environment sensing device, continuously tracking the water surface obstacle, outputting the position of the water surface obstacle and the center coordinates of the obstacle in real time, and constructing an expansion area of the water surface obstacle;
s2, calculating the relative position and the relative speed of the obstacle relative to the unmanned ship;
s3, acquiring a speed obstacle area of the unmanned ship;
s4, dividing the speed obstacle area vector into a plurality of speed obstacle grids, wherein each speed obstacle grid corresponds to the speed and the course; calculating a nearest meeting distance DCPA corresponding to each speed obstacle grid and a time value TCPA reaching the nearest meeting distance;
s5, calculating a cost function of each speed obstacle grid;
s6, selecting a speed obstacle grid with the minimum cost function as a control instruction of the unmanned ship with the long towing line array in the next step.
The basic scheme principle and the beneficial effects are as follows:
1. the method can only solve the problem of collision avoidance of the ship body, and can integrate the motion characteristics of the unmanned ship and the towing line array to realize the overall collision avoidance of the unmanned ship and the towing line array of the obstacle. The scheme utilizes the relative position and the relative speed information simultaneously, and because the ductility of the relative speed vector on the space-time information, compared with an artificial potential field method which only utilizes the relative position space information, the obstacle avoidance action is greatly advanced, a sufficient space-time margin is provided for obstacle avoidance of the towed body, the whole obstacle avoidance can be better implemented, the method is more suitable for the application scene with longer towed line array, and unexpected excellent obstacle avoidance performance is obtained. On the basis of realizing unmanned ship obstacle avoidance, the space safety of towing line array can be guaranteed simultaneously to this scheme. By controlling the free tail end of the towing line array, the free tail end is prevented from entering an obstacle expansion area, meanwhile, the required obstacle avoidance path is also greatly shortened, and the speed of the unmanned ship is reduced less.
2. On the basis of realizing unmanned ship obstacle avoidance, the stress safety of towing line array can also be ensured to this scheme. Through reducing the rotation amplitude during obstacle avoidance, a smoother obstacle avoidance maneuvering track is output, the effective tension peak value of the towing line array can be ensured to be smaller than the strength range of the towing line array, and the cable array is prevented from being broken.
3. Compared with the traditional artificial potential field method, the method can only control the heading, and the scheme can also control the speed and the heading cooperatively.
Further, in S3, the expression of the speed obstacle region is:
VO＝{v|-v·p left ≥0∩v·p right ≥0}
wherein p is left And p right For representing the area of the obstacle within the potential collision area.
Further, in the step S3,
wherein θ is the angle between the relative position vector and the edge of the speed obstacle region.
Further, in S4, the speed obstacle area vector is divided into (i×j) speed obstacle grids, each speed obstacle grid corresponding to the navigational speed v i And heading psi j 。
Further, in S5, the expression of the cost function is:
f cost ＝(Δv i,j ) T Δv i,j +βf collision (v i ,ψ j )
wherein β is a speed impediment coefficient; f (f) collision (v i ,ψ j ) Is a collision boolean function;
wherein Deltav i,j For each speed difference vector between the speed obstacle grid and the current sailing state, the expression is:
further, when the nearest meeting distance DCPA and the time value TCPA of the speed obstacle grid in S4 are smaller than or equal to the safety threshold, the collision Boolean function of the speed obstacle grid in S5 takes a value of 1;
and when the nearest meeting distance DCPA and the time value TCAP of the speed obstacle grid are both larger than the safety threshold in S4, the collision Boolean function of the speed obstacle grid in S5 takes a value of 0.
Drawings
FIG. 1 is a flow chart of a method of unmanned ship obstacle avoidance with long tow line array;
FIG. 2 is a schematic diagram of a speed obstacle region and meshing;
fig. 3 is a diagram of simulation results of the obstacle avoidance scene at time t=33.9s;
fig. 4 is a diagram of simulation results of the obstacle avoidance scene at time t=46.7s;
fig. 5 is a simulation result diagram of the obstacle avoidance scene at a time t=59.5;
fig. 6 is a diagram of simulation results of the obstacle avoidance scene at time t=72.1s;
fig. 7 is a diagram of simulation results of the obstacle avoidance scene at time t=80.4s;
FIG. 8 is a graph of effective tension versus tow line array for both VO and MAPF methods in obstacle avoidance;
FIG. 9 is a graph comparing tail trajectories of a tow line array during obstacle avoidance by two methods, VO and MAPF;
FIG. 10 is a graph comparing the distances from the tail of the towing line array to the center of the obstacle when the obstacle is avoided by using the VO and MAPF methods.
Detailed Description
The following is a further detailed description of the embodiments:
examples
As shown in fig. 1, the unmanned ship obstacle avoidance method with the long towing line array in the embodiment includes the following steps:
s1, an unmanned ship with a long towing line array executes tasks, a carried environment sensing device is utilized to detect a water surface obstacle, the water surface obstacle is continuously tracked, the position of the water surface obstacle and the center coordinates of the obstacle are output in real time, and a water surface obstacle expansion area is constructed; in this embodiment, the water surface obstacle expansion area refers to a circular area with the center of the obstacle as the center and the safety distance set by people as the radius. In this embodiment, the long tow line array is 60m-700m in length.
S2, calculating the relative position p and the relative speed v of the obstacle relative to the unmanned ship;
s3, acquiring a speed obstacle area of the unmanned ship; as shown in fig. 2, the expression of the speed obstacle region is:
VO＝{v|-v·p left ≥0∩v·p right ≥0}
wherein p is left And p right For representing the area of an obstacle within a potential collision area, and has:
wherein θ is the angle between the relative position vector and the edge of the speed obstacle region.
In this embodiment, the potential collision area refers to an area where driving at a corresponding speed and heading in the speed obstacle area may cause the unmanned ship to collide with the obstacle, i.e. the corresponding DCPA or TCPA value exceeds the threshold value.
S4, dividing the speed obstacle area vector into (i.j) speed obstacle grids, wherein each speed obstacle grid corresponds to the navigational speed v as shown in fig. 2 i And heading psi j The method comprises the steps of carrying out a first treatment on the surface of the Calculating a nearest meeting distance DCPA corresponding to each speed obstacle grid and a time value TCPA reaching the nearest meeting distance;
s5, calculating a cost function of each speed obstacle grid; the cost function is expressed as:
f cost ＝(Δv i,j ) T Δv i,j +βf collision (v i ,ψ j )
wherein β is a speed impediment coefficient; f (f) collision (v i ,ψ j ) Is a collision boolean function;
when one value of DCPA and TCPA of the speed barrier grid is smaller than or equal to the safety threshold value in S4, the collision Boolean function of the speed barrier grid takes a value of 1;
when both DCPA and TCAP of the speed obstacle grid are larger than the safety threshold value in S4, the collision Boolean function of the speed obstacle grid takes a value of 0;
wherein Deltav i,j For each speed difference vector between the speed obstacle grid and the current sailing state, the expression is:
s6, selecting one speed obstacle grid with the minimum cost function as a control instruction of the unmanned ship with the long towing line array in the next step, and realizing obstacle avoidance of the unmanned ship with the long towing line array. In the present embodiment, the control instruction includes a traveling direction and a traveling speed.
In order to verify the effect of the scheme, the improved artificial potential field method (Modified Artificial Potential Field, MAPF) based on the virtual repulsive field is taken as a comparison object, the scheme is marked as a speed barrier method (Velocity Obstacle, VO), and simulation comparison analysis is carried out on the two methods of VO and MAPF.
The simulation conditions were set as follows: the unmanned ship goes from the origin coordinates (0, 0) to the target points (150 ), 10m for the coxswain and 5m/s for the voyage. One end of the towing line array is fixed at the tail of the unmanned ship during modeling, the other end is a free end, and in order to reduce the calculation amount, the total length of the towing line array is shortened to 70m, and the length of each segment is 1.5m. Parameter setting: diameter 0.08m, mass per unit length 0.0052t/m, bending stiffness 0.02kN.m 2 The axial stiffness is 100kN.
The simulation results are shown in fig. 3 to 7 when the obstacle safety distance is set to 30 m. In fig. 3, the coordinates of the obstacle are located at (100 ), that is, the square position at the center of the small-sized circle in fig. 3, the small-sized circle being the actual obstacle expansion area; the target point is located at the upper right of the image. The center of the large-size circle is the virtual repulsive field of MAPF. The bolded unmanned ship and tow line array in fig. 3 uses VO for overall obstacle avoidance, and the thin lines represent MAPF for obstacle avoidance.
As can be seen from fig. 3, after the VO uses the relative velocity vector to calculate that the TCPA value is smaller than the safety threshold, a steering maneuver with a small amplitude is adopted earlier, and a certain heading is always maintained to effectively avoid the obstacle. The unmanned ship with the improved MAPF can avoid the obstacle at the virtual repulsive field, and the towing line array has certain tail flick phenomenon during obstacle avoidance, and the cable array has obvious distortion. At this point the effective tension of the tow line array peaks as shown in fig. 8. At 32.9s, the unmanned ship has made a turning maneuver due to MAPF effects, producing a pulse extremum of 8.61kN for the effective tension, and this value differs by an order of magnitude from the effective tension for the other time periods. However, with VO obstacle avoidance, at t=61.6 s, a maximum of 0.810kN of effective tension is produced, which is very close to the effective tension in other time periods. In the whole obstacle avoidance process, the effective tension extremum generated by the two methods is in the bearable range of the towing cables of the towing line array, but the tension value generated by VO during obstacle avoidance is smoother, and the reverse acting force applied to the unmanned ship is smaller, so that the influence on the navigational speed of the unmanned ship is smaller, and the working loss of the towing cables and the arrangement equipment thereof is also more favorably reduced.
In fig. 4-6, the obstacle avoidance curves of both methods are relatively smooth. However, starting from fig. 6, the MAPF-based towed line array cable body, due to the early lack of control over the entire cable body, causes the cable body to gradually enter the actual obstacle expansion zone, i.e., the small radius circle zone. In fig. 7, MAPF-based tow line array cable has been significantly advanced into the actual obstruction expansion zone. As can be seen from fig. 9, the MAPF-based trailing line array cable tail is already located within the actual obstacle expansion zone. In connection with fig. 10, after the unmanned ship completes obstacle avoidance, in the following obstacle avoidance process of the two methods of cable body, the MAPF is closer to one side of the obstacle due to the whole of the towing cable, and after the unmanned ship body is over-bent, the towing cable obviously enters the expansion area (small circular area) of the obstacle. The whole unmanned ship towing rope utilizing VO to avoid the obstacle is far away from the obstacle, and when the whole unmanned ship towing rope is over-bent, the towing rope body is positioned outside the expansion area of the obstacle, and the distance from the tail part of the towing rope to the center of the obstacle is always larger than the safety distance. Therefore, in the trend of longer and longer towing line arrays, VO has better application prospect in unmanned ship obstacle avoidance application with long towing line arrays on the order of hundreds of meters.
The foregoing is merely an embodiment of the present application, the present application is not limited to the field of this embodiment, and the specific structures and features well known in the schemes are not described in any way herein, so that those skilled in the art will know all the prior art in the field before the application date or priority date of the present application, and will have the capability of applying the conventional experimental means before the date, and those skilled in the art may, in light of the present application, complete and implement the present scheme in combination with their own capabilities, and some typical known structures or known methods should not be an obstacle for those skilled in the art to practice the present application. It should be noted that modifications and improvements can be made by those skilled in the art without departing from the structure of the present application, and these should also be considered as the scope of the present application, which does not affect the effect of the implementation of the present application and the utility of the patent. The protection scope of the present application is subject to the content of the claims, and the description of the specific embodiments and the like in the specification can be used for explaining the content of the claims.
Claims (5)
1. The unmanned ship obstacle avoidance method with the long towing line array is characterized by comprising the following steps of:
s1, detecting a water surface obstacle by using an unmanned ship with a long towing line array by using a carried environment sensing device, continuously tracking the water surface obstacle, outputting the position of the water surface obstacle and the center coordinates of the obstacle in real time, and constructing a water surface obstacle expansion area, wherein the water surface obstacle expansion area is a circular area taking the center of the obstacle as the center of a circle and taking a manually set safety distance as the radius;
s2, calculating the relative position p and the relative speed v of the obstacle relative to the unmanned ship;
s3, acquiring a speed obstacle area of the unmanned ship, wherein the expression of the speed obstacle area is as follows:
VO＝{v|-v·p left ≥0∩v·p right ≥0}
wherein p is left And p right Representing the area of the obstacle within the potential collision area;
s4, dividing the speed obstacle area vector into a plurality of speed obstacle grids, wherein each speed obstacle grid corresponds to the speed and the course; calculating a nearest meeting distance DCPA corresponding to each speed obstacle grid and a time value TCPA reaching the nearest meeting distance;
s5, calculating a cost function of each speed obstacle grid;
s6, selecting a speed obstacle grid with the minimum cost function as a control instruction of the unmanned ship with the long towing line array in the next step.
2. An unmanned ship obstacle avoidance method with long tow line array according to claim 1, wherein: in the step S3, a step of, in the above-mentioned step,
wherein θ is the angle between the relative position vector and the edge of the speed obstacle region.
3. An unmanned ship obstacle avoidance method with long tow line array according to claim 2, wherein: in the step S4, the speed obstacle area vector is divided into (i.j) speed obstacle grids, and each speed obstacle grid corresponds to the navigational speed v i And heading psi j 。
4. An unmanned ship obstacle avoidance method with long tow line array according to claim 3, wherein: in the step S5, the cost function has the following expression:
f cost ＝(Δv i,j ) T Δv i,j +βf collision (v i ,ψ j )
wherein β is a speed impediment coefficient; f (f) collision (v i ,ψ j ) Is a collision boolean function; deltav i,j For each speed difference vector between the speed obstacle grid and the current sailing state, the expression is:
5. the unmanned ship obstacle avoidance method with long tow line array according to claim 4, wherein:
when the nearest meeting distance DCPA and the time value TCPA of the speed barrier grid in S4 are smaller than or equal to the safety threshold value, the collision Boolean function of the speed barrier grid in S5 takes a value of 1;
and when the nearest meeting distance DCPA and the time value TCAP of the speed obstacle grid are both larger than the safety threshold in S4, the collision Boolean function of the speed obstacle grid in S5 takes a value of 0.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010059881.XA CN111158381B (en) | 2020-01-19 | 2020-01-19 | Unmanned ship obstacle avoidance method with long towing line array |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010059881.XA CN111158381B (en) | 2020-01-19 | 2020-01-19 | Unmanned ship obstacle avoidance method with long towing line array |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111158381A CN111158381A (en) | 2020-05-15 |
| CN111158381B true CN111158381B (en) | 2023-08-15 |
Family
ID=70564347
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010059881.XA Active CN111158381B (en) | 2020-01-19 | 2020-01-19 | Unmanned ship obstacle avoidance method with long towing line array |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111158381B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112130585B (en) * | 2020-09-24 | 2022-06-21 | 哈尔滨工程大学 | UUV anti-collision method for static and dynamic obstacles in water outlet area |
| CN113110460B (en) * | 2021-04-20 | 2022-09-02 | 哈尔滨工程大学 | Method for acquiring heading feasible interval of unmanned surface vehicle in dynamic environment |
| CN115019561B (en) * | 2022-08-09 | 2022-12-23 | 武汉理工大学 | External collision risk early warning system of ship towing system under mutual-seeing condition |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3656095A (en) * | 1970-08-25 | 1972-04-11 | Us Navy | Terrain avoidance system for a towed underwater vehicle |
| EP0050077A1 (en) * | 1980-10-10 | 1982-04-21 | ETAT-FRANCAIS représenté par le Délégué Général pour l' Armement | Pilot means for towed underwater vessels |
| JP2003052277A (en) * | 2001-08-20 | 2003-02-25 | Fisheries Research Agency | Side towing trawl system |
| CN107748561A (en) * | 2017-09-25 | 2018-03-02 | 华南理工大学 | A kind of unmanned boat part obstacle avoidance system and method based on more parameter sensings |
| EP3395632A1 (en) * | 2017-04-24 | 2018-10-31 | Schiller Automatisierungstechnik GmbH | Automatic and collaborative driverless transport system |
| CN109633659A (en) * | 2019-01-19 | 2019-04-16 | 天津大学 | Tiny type sonar array system and the device for combining unmanned boat realization underwater monitoring |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8104420B2 (en) * | 2009-07-17 | 2012-01-31 | Adaptive Methods, Inc. | Tethered tow body, communications apparatus and system |
| US9873496B2 (en) * | 2014-10-29 | 2018-01-23 | Seabed Geosolutions B.V. | Deployment and retrieval of seismic autonomous underwater vehicles |
-
2020
- 2020-01-19 CN CN202010059881.XA patent/CN111158381B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3656095A (en) * | 1970-08-25 | 1972-04-11 | Us Navy | Terrain avoidance system for a towed underwater vehicle |
| EP0050077A1 (en) * | 1980-10-10 | 1982-04-21 | ETAT-FRANCAIS représenté par le Délégué Général pour l' Armement | Pilot means for towed underwater vessels |
| JP2003052277A (en) * | 2001-08-20 | 2003-02-25 | Fisheries Research Agency | Side towing trawl system |
| EP3395632A1 (en) * | 2017-04-24 | 2018-10-31 | Schiller Automatisierungstechnik GmbH | Automatic and collaborative driverless transport system |
| CN107748561A (en) * | 2017-09-25 | 2018-03-02 | 华南理工大学 | A kind of unmanned boat part obstacle avoidance system and method based on more parameter sensings |
| CN109633659A (en) * | 2019-01-19 | 2019-04-16 | 天津大学 | Tiny type sonar array system and the device for combining unmanned boat realization underwater monitoring |
Non-Patent Citations (1)
| Title |
|---|
| 张本任,熊勇,张加,余嘉俊,刘鸿涛.基于Arduino开发环境的无人艇控制系统设计.舰船科学技术.2019,第41卷(第3期),第83-87页. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111158381A (en) | 2020-05-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111158381B (en) | Unmanned ship obstacle avoidance method with long towing line array | |
| CN106959698B (en) | A kind of path trace avoidance method of guidance | |
| Han et al. | Automatic berthing for an underactuated unmanned surface vehicle: A real-time motion planning approach | |
| CN112650231B (en) | Under-actuated ship formation control system for realizing collision and obstacle avoidance | |
| CN113759939B (en) | Intelligent navigation method and device for limited water area | |
| CN111352341B (en) | Ship navigation control online self-adaptive adjustment system and method | |
| CN112083654A (en) | Anti-interference track tracking control method for beacon vessel | |
| Hedjar et al. | An automatic collision avoidance algorithm for multiple marine surface vehicles | |
| CN114326702B (en) | Model predictive control-based inland unmanned ship collision prevention method | |
| CN109916400B (en) | Unmanned ship obstacle avoidance method based on combination of gradient descent algorithm and VO method | |
| CN105549589A (en) | Foresight radar based collision avoidance method of unmanned ship | |
| CN110618685A (en) | Unmanned surface vessel obstacle detection error correction and safe collision avoidance method | |
| Jing et al. | Path planning and navigation of oceanic autonomous sailboats and vessels: A survey | |
| Meng et al. | Study on dynamic characteristics analysis of underwater dynamic docking device | |
| CN114527744A (en) | Unmanned sailing ship path tracking guidance method based on longicorn whisker search optimization | |
| Yuan et al. | Model predictive control-based collision avoidance for autonomous surface vehicles in congested inland waters | |
| CN116414123A (en) | Water surface unmanned ship path planning method based on improved rapid travelling method | |
| CN111158380B (en) | Water surface unmanned ship obstacle avoidance method with towing line array | |
| CN115202366A (en) | Unmanned ship autonomous berthing method and system based on environment perception | |
| Malecki | Fuzzy track-keeping steering design for a precise control of the ship | |
| Nie et al. | USV's automatic collision avoidance based on improved dynamic potential field method | |
| Zhang et al. | Collision avoidance path planning of open water ships based on velocity obstacle method | |
| Fang et al. | Research on Path Planning Method of Unmanned Ship Under Complex Sea Conditions | |
| Chen et al. | A Local Obstacle Avoidance Method for Unmanned Surface Vehicle Based on Acceleration and Angular Velocity | |
| CN116540730B (en) | Multi-tug cooperation berthing intelligent auxiliary system and method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |